U.S. patent application number 13/487961 was filed with the patent office on 2014-01-09 for blast protection.
This patent application is currently assigned to CVG Management Corporation. The applicant listed for this patent is Raf Haidar. Invention is credited to Raf Haidar.
Application Number | 20140007761 13/487961 |
Document ID | / |
Family ID | 47259951 |
Filed Date | 2014-01-09 |
United States Patent
Application |
20140007761 |
Kind Code |
A1 |
Haidar; Raf |
January 9, 2014 |
BLAST PROTECTION
Abstract
Protection systems and methods for safeguarding a vehicle
occupant from an explosion or other detonation event are provided.
In the event of an IED detonation, components with energy absorbing
features can protect the feet, femur, pelvis, spine, upper torso,
head, and other occupant parts commonly injured in explosive
attacks against vehicles. Energy absorbing components can include
seats, cushions, tiles, seatbelts or harnesses, restraints, and
other components. Some components can inflatable and/or deformable,
and/or have dampening qualities, in order to minimize trauma to the
occupant.
Inventors: |
Haidar; Raf; (Styvechale,
GB) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Haidar; Raf |
Styvechale |
|
GB |
|
|
Assignee: |
CVG Management Corporation
New Albany
OH
|
Family ID: |
47259951 |
Appl. No.: |
13/487961 |
Filed: |
June 4, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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61493016 |
Jun 3, 2011 |
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|
61540177 |
Sep 28, 2011 |
|
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61557613 |
Nov 9, 2011 |
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61564131 |
Nov 28, 2011 |
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Current U.S.
Class: |
89/36.02 ;
89/36.01; 89/36.08 |
Current CPC
Class: |
B60N 2/4415 20130101;
B60N 2/4242 20130101; B60N 2/42754 20130101; F41H 5/04 20130101;
B60N 2/914 20180201; F41H 5/06 20130101; F41H 7/046 20130101; B60N
2/42709 20130101; F41H 7/042 20130101; B60N 2/24 20130101 |
Class at
Publication: |
89/36.02 ;
89/36.01; 89/36.08 |
International
Class: |
F41H 7/04 20060101
F41H007/04; F41H 5/04 20060101 F41H005/04; F41H 5/06 20060101
F41H005/06 |
Claims
1. A system that facilitates blast injury protection, comprising: a
first vessel component positioned under an occupant's thighs upon a
base of a seat; and a second vessel component positioned beneath
the occupant's torso.
2. The system of claim 1, wherein matter transfers from the second
vessel to the first vessel upon detection of downward force of the
occupant's torso.
3. The system of claim 2, wherein the matter transfer inflates the
first vessel to lift the occupant's thighs away from the base of
the seat.
4. The system of claim 2, further comprising at least one vent as
an interface between the first vessel and the second vessel.
5. The system of claim 4, wherein the vent does not permit matter
to pass between the first vessel and the second vessel until a
pressure is reached.
6. The system of claim 1, further comprising a gas source that
inflates at least one of the first vessel and the second
vessel.
7. The system of claim 6, further comprising an initiator that
actuates the gas source when a danger is detected.
8. The system of claim 7, wherein the initiator can include at
least one of an accelerometer, a pressure switch, a thermometer, an
airflow meter, a level, a gyroscope, a deflection detector, a
microphone, a camera, a multimeter, a radio receiver and a magnetic
sensor.
9. A system that facilitates blast injury protection, comprising:
at least one layer of compressible objects within a cushion.
10. The system of claim 9, wherein the at least one layer of
compressible objects includes at least a first layer and a second
layer.
11. The system of claim 10, wherein at least a first subset of the
compressible objects burst under a given force.
12. The system of claim 11, wherein at least a second subset of the
compressible objects transition into the positions of the first
subset of compressible objects after the first subset of
compressible objects burst.
13. The system of claim 9, wherein at least a portion of the
compressible objects are spheres.
14. The system of claim 9, wherein at least a portion of the
compressible objects are flexible extruded sections.
15. The system of claim 15, wherein the extruded sections are
encased within an air bag.
16. A system that facilitates blast injury protection, comprising:
an outer frame that is fixed in relation to a vehicle; an inner
frame coupled to the outer frame, wherein the inner frame can move
at least a distance in at least one direction with respect to the
outer frame; and a seat coupled to the inner frame.
17. The system of claim 16, further comprising a suspension system
that limits at least one degree of freedom with respect to motion
between the outer frame and inner frame.
18. The system of claim 16, further comprising a lower frame that
bears at least an occupant's feet when the occupant is in the
seat.
19. The system of claim 16, wherein the seat is coupled to the
inner frame with at least a hinge that facilitates stowing of the
seat.
20. The system of claim 16, wherein the outer frame is coupled with
at least one dampener that dampens the outer frame with respect to
the vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is related to U.S. Provisional Patent
application Ser. No. 61/493,016 entitled "BLAST PROTECTION SYSTEM"
and filed Jun. 3, 2011 and claims the benefit thereof; U.S.
Provisional Patent application Ser. No. 61/540,177 entitled "BLAST
INJURY PROTECTION" and filed Sep. 28, 2011 and claims the benefit
thereof; U.S. Provisional Patent application Ser. No. 61/577,613
entitled "BLAST PROTECTION SYSTEM" and filed Nov. 9, 2011 and
claims the benefit thereof; and U.S. Provisional Patent application
Ser. No. 61/564,131 entitled "BLAST INJURY PROTECTION" and filed
Nov. 28, 2011 and claims the benefit thereof. The entireties of the
above-noted applications are incorporated by reference herein.
TECHNICAL FIELD
[0002] This subject invention relates to vehicle seats and floor
mats and, more particularly, to systems and methods of protecting
vehicle occupants from the effects of detonation of explosive
devices.
BACKGROUND
[0003] While a mine threat has long existed in war torn countries,
the first decade of the 21st century can be remembered for turning
the acronym "TED" (Improvised Explosive Device) into a
colloquialism, generally referring to a roadside bomb placed or
buried along travel routes to inflict casualties, interdict
traffic, and employ in conjunction with complex attacks. This is
only one type of TED, which can also include vehicle-borne IEDs,
human-carried IEDs, and others. In turn, IEDs only represent one
portion of the explosive threat spectrum. Conventional mines, fired
rockets and missiles, grenades, and indirect fires such as mortars
and artillery are frequently used against the same areas as
roadside IEDs. While it is impossible to defend all potential
targets against explosive attacks at all times, vehicles can often
be modified in ways that ameliorate the casualty-causing effects of
an explosive attack on vehicle occupants.
[0004] The effects of a blast due to detonation of an explosive
device such as an TED under a vehicle can be categorized in four
distinct phases. These are, in order (all times relative to
detonation): [0005] Local phase: The shock wave of the detonation
results in direct, local damage to the vehicle, which takes place
within 0.5 milliseconds (ms). As a consequence, the bottom plate of
vehicle starts to bend at 5 ms. This propels the feet of the
occupant upwards off the floor and can cause foot and lower limb
fractures. [0006] Global phase: The blast wave starts to launch
vehicle off the ground from about 10 to 20 ms. This causes hard
contact and dramatically increased stress on the pelvis against the
seat structure with consequential pelvis and spinal fractures. The
maximum "jump" height is most often reached by 200-300 ms. The
vehicle can decelerate at a different rate than the occupants at
the end of the global phase, resulting in additional undesired
contact between occupants and vehicle components. Head strikes
against vehicle ceilings, walls and windshields occur when this
happens, resulting in further head and spinal trauma. [0007] Drop
down phase: The vehicle ceases upward motion and starts to drop to
the ground. The vehicle can fall into a crater created by the
explosive device. The vehicle falls to ground into the crater by
about 600-700 ms. The feet contact the foot plate, and the femurs
and pelvis impact the seat base. The head can contact the roof
structure of the vehicle (for a first or subsequent time) on
rebound. [0008] Subsequent phase: This phase is categorized by an
impact with the ground and could be in the form of frontal, side or
rollover impact. This can take place from 1000 ms to 2000 ms.
[0009] Thus the total event can take up to two (2) seconds,
dependent upon the mass of the explosive which is used and how far
it is buried in the ground prior to detonation. Of course, the
times for each phase can depend upon the size of the explosive
device and specific vehicle construction.
[0010] While this background is generally directed toward an
explosive threat from beneath a vehicle with a primary blast vector
travelling in an upward direction, it is appreciated that similar
and indeed often analogous dynamics, reactions, and
casualty-causing effects occur due to explosive attacks that do not
impart destructive energy on their targets from below. Such
exhaustive analysis is omitted here for brevity.
SUMMARY
[0011] The following presents a simplified overview of the
innovation in order to provide a basic understanding of some
aspects of the innovation. This overview is not an extensive
summary of the innovation. It is not intended to identify
key/critical elements of the innovation or to delineate the scope
of the innovation. Its sole purpose is to present some concepts of
the innovation in a simplified form as a prelude to the more
detailed description that is presented below.
[0012] The innovation disclosed and claimed herein generally
relates to energy absorbing and restraint systems designed to
mitigate the effects of explosive attacks on vehicle occupants.
[0013] In one aspect of the disclosures herein, a protection system
safeguards an occupant from an explosion or other detonation event
beneath a vehicle. In the event of a detonation, a seat cushion (or
floor mat) with integral energy absorbing features can absorb
energy and impact from such detonation. A moveable and stow-able
seat frame can be provided that assists in absorption of energy in
blast phase and drop down phase.
[0014] In at least one embodiment, one or more cushions or mats can
be placed elsewhere throughout a vehicle to reduce the severity of
human-structure impacts throughout the vehicle.
[0015] In further aspects of the subject innovation, a dual airbag
cushion can be used to absorb blast energy. An example cushion can
be configured with a first chamber and a second chamber. In at
least one example, the chamber can be filled with an open cell
foam, honey comb rubber or another elastic material which, when
compressed can revert back to (or near to) its original shape or
configuration. In other words, once the compression forces have
subsided, the cushion can regain its original form (or near
original form). As described later, air can be forced into the
endpoints of the structure (e.g., honeycomb-like construction) and
vented as appropriate.
[0016] In yet another aspect, a dual airbag cushion design of the
innovation can be employed as a floor mat, kneeling pad, or the
like so as to protect a human, animal or equipment from impact, as
well as to offer comfort when appropriate. It is appreciated that
while the dual airbag cushion is described as providing protection
and comfort from below, the dual airbag cushion (or similar
systems) can be placed or affixed to or throughout other areas,
providing comfort and safety from additional angles.
[0017] According to another aspect of the invention, there is
provided a method of protecting an occupant of a passenger seat of
a vehicle from the effects of an explosive device being detonated
under the vehicle, the method comprising providing an inflatable
seat airbag in the seat that is responds to the energies affecting
the system. Additional aspects can include detecting a detonation
of an explosive device and responding to the detonation, to include
at least inflating one or more seat airbags on detection of the
detonation. An airbag can be used to dissipate the forces acting on
the occupant due to the detonation.
[0018] In some embodiments, the seat airbag can remain at least
partially inflated throughout the local, global, dropdown and
subsequent phases of the detonation, thus providing protection for
the occupant in the latter three stages which present systems fail
to adequately address. In some embodiments, the seat airbag can
remain inflated for at least 1 or 2, or even up to 7 seconds after
the detonation is detected. In some embodiments, inflation of the
airbag can occur within a predetermined time frame. In at least one
embodiment, airbag(s) can be inflated in less than 50 milliseconds
of detection of detonation.
[0019] In one or more embodiments, the seat airbag can be
positioned such that, when inflated, it supports the occupant from
underneath, and in some embodiments can decouple the occupant from
the structure of the vehicle. The seat can include a support by
which it is connected to the vehicle; when the seat airbag is
inflated (and, in some embodiments, not otherwise), the seat airbag
can support the occupant relative to the support and to the
vehicle. In some embodiments, the support can include a seat pan of
the seat, and the seat airbag can be located, before inflation, in
the seat pan. In one or more embodiments, the seat airbag can both
lift and support the occupant when inflated. In some embodiments,
the inflated seat airbag can isolate the occupant from the forces
applied by the vehicle onto the seat.
[0020] The support can form a suspension for the seat; in such a
case, the airbag can, prior to inflation, form part of the
suspension. In some embodiments, the inflation can represent an
increase in the pressure within the airbag. In one or more
embodiments, the pressure increase can occur suddenly or rapidly.
This can prevent, or reduce the possibility of, the suspension of
the seat hitting a limit of the suspension (also known as
"bottoming out") during a detonation, and reduce the likelihood of
a sudden impulse increasing a casualty-causing interaction between
occupant and vehicle.
[0021] The seat can generally have a back which in use supports the
occupant's back, and a seat cushion on which the occupant can sit
(usually by placing his buttocks and thighs thereon). The cushion
can, in one or more embodiments, be supported by the seat pan. With
respect to the seat, we therefore define forwards and backwards as
towards and away from the back, and upwards and downwards as in
relation to the seat cushion. In some embodiments, on inflation,
the seat airbag can be deployed under the occupant's pelvis, and
the seat airbag can extend backwards or forwards from its location
before inflation as it inflates.
[0022] One or more systems and methods in accordance with the
disclosures herein can further include providing a deformable
structure, which absorbs energy as it is deformed, and using the
deformable structure to absorb kinetic energy acting on the
occupant after detonation is detected. In one or more embodiments,
the deformable structure can be supported by the seat airbag after
inflation, and can reduce the amount of kinetic energy that is
transmitted to the occupant by its deformation. The deformable
structure can also restrict downward movement of at least one of
the pelvis and femurs of the occupant.
[0023] According to another aspect of the invention, there is
provided a method of protecting an occupant of a passenger seat of
a vehicle from the effects of an explosive device being detonated
under the vehicle, the method comprising providing an inflatable
floor airbag in a floor of the vehicle adjacent to the seat,
detecting a detonation of an explosive device and inflating the
floor airbag on detection of the detonation.
[0024] By inflating an airbag in the floor of the vehicle adjacent
to the seat, the occupant can be protected from the forces
transmitted through the floor, including trauma to, for example,
the occupant's feet, ankles and tibias. The floor airbag can be
used to decouple the feet of the occupant from the forces that
would otherwise be directly applied by the floor of the vehicle to
the occupant's feet.
[0025] The floor airbag can include top and bottom surfaces,
connected at regular intervals by connecting tethers. The tethers
can each connect a point on each surface. The tethers can, in some
embodiments, be linear, in that they connect lines on each surface
together. The tethers can therefore restrict the floor airbag to be
of generally uniform thickness when inflated, or at least more
uniform thickness than if they were not present.
[0026] Other aspects of the subject innovation can relate to
inflatable seatbelts. In at least one embodiment, there is provided
a method of protecting an occupant of a passenger seat of a vehicle
from the effects of an explosive device being detonated under the
vehicle, the method comprising providing an inflatable seatbelt
airbag in a seatbelt of the vehicle seat. Additional aspects can
include detecting a detonation of an explosive device and inflating
the seatbelt airbag on detection of the detonation. A seatbelt
airbag can serve to protect the upper torso of the applicant. When
inflated, the seat airbag can act to decouple the occupant from
forces applied by the vehicle on the seatbelt.
[0027] According to another aspect of the invention there is
provided an apparatus for protecting an occupant of a passenger
seat of a vehicle from the effects of an explosive device being
detonated under the vehicle, the apparatus comprising an inflatable
seat airbag sized and shaped to fit in the seat. A further feature
can include an initiator arranged to detect a detonation of an
explosive device and to inflate the seat airbag on detection of the
detonation.
[0028] In one or more embodiments, a seat support can form a
suspension for the seat; in such a case, an airbag can, prior to
inflation, form part of the suspension. In some embodiments, the
inflation can represent an increase in the pressure within the
airbag. In some embodiments, the increase in pressure is rapid
and/or sudden. This can prevent, or reduce the possibility of, the
suspension of the seat bottoming out during detonation.
[0029] The apparatus can further include a deformable structure,
which absorbs energy as it is deformed; in one or more embodiments,
the deformable structure can be used to absorb the kinetic energy
of the occupant after detonation is detected. In one or more
embodiments, the deformable structure can be supported by the floor
airbag after inflation, and can reduce the amount of kinetic energy
that is transmitted to the occupant by its deformation.
[0030] According to another aspect of the invention, there is a
provided a vehicle having any or all of the features taken from the
group comprising: a vehicle seat in accordance with disclosures
herein; a seatbelt in accordance with disclosures herein; and a
floor, the floor being provided with an apparatus in accordance
with disclosures herein.
[0031] In some embodiments including more than one aspect employing
an initiator, a common initiator can be provided for each of the
apparatus.
[0032] While the systems and methodologies are described herein
predominantly with respect to an explosive threat from beneath a
target vehicle, it is to be appreciated that aspects of the subject
innovation simultaneously reduce the risk of casualties as a result
of explosive threats from front, rear, side and overhead
directions. Further, some aspects of the subject innovation can be
modified to mitigate threats from additional angles. However,
exhaustive discussion of every possible means of employment of
aspects described herein is omitted for terseness.
[0033] In embodiments where systems and methods call for inflation,
a method or apparatus in accordance with the disclosures herein can
include a source of inflation gas coupled to the inflatable
component and one or more initiators. The initiator(s) can be
arranged to inflate the component by causing the source to
introduce inflation gas into the component. One or more sources
used to inflate the component can include a pressurized gas
container, or a chemical source of gas, for example a combination
of nitroguanidine, ammonium nitrate and a tetrazole, which can
release nitrogen as the inflation gas when ignited. In some
embodiments requiring a plurality of sources of gas, a first source
of gas can be capable of inflating an inflatable member at a higher
volumetric rate than a second source of gas. In one or more
embodiments, the first source of gas can include a chemical gas
store and/or pressurized container, and the second source of gas
can include a compressor. In at least one embodiment, sources of
gas can be arranged so as enable inflation within a predetermined
time frame. In at least one embodiment, the airbag(s) are inflated
within 50 milliseconds of initiation by the initiator.
[0034] In some embodiments, fluids can be employed in place of or
in combination with gases. For example, fluid stored in an
"inflatable" member can displace via vents to provide cushioning
effect. Displaced fluid can be redirected to an additional member,
or simply be expelled from a cushion. In some embodiments, a
separate fluid reservoir can be employed to push fluid to an
"inflatable" member upon initiation. In at least one embodiment,
fluid is retained in a single, vent-less member, or series of
discrete members, and only displaces within its member rather than
being vented elsewhere.
[0035] Airbags described herein can be arranged to remain at least
partially inflated throughout the local, global, dropdown and
subsequent phases of the detonation, thus providing protection for
the occupant in all stages of the blast, including the latter three
stages which present systems do not address. In some embodiments,
one or more airbags can be arranged to remain inflated for at least
1 or 2 seconds after the detonation is detected, or any arbitrary
length of time.
[0036] Systems and methods of aspects of the invention can be
combined in any combination as the different techniques for
protecting an occupant of a passenger seat of a vehicle
conveniently interact to provide protection for most or all of
occupants' bodies.
[0037] To the accomplishment of the foregoing and related ends,
certain illustrative aspects of the innovation are described herein
in connection with the description. These aspects are indicative,
however, of but a few of the various ways in which the principles
of the innovation can be employed and the subject innovation is
intended to include all such aspects and their equivalents. Other
advantages and novel features of the innovation can become apparent
from the following detailed description of the innovation.
BRIEF DESCRIPTION OF THE DRAWINGS
[0038] FIG. 1 illustrates a block schematic diagram of an example
blast protection system in accordance with aspects;
[0039] FIG. 2 illustrates an example air bag deployment system in
accordance with aspects of the innovation;
[0040] FIG. 3 illustrates an example dual vessel air bag protection
system in normal use in accordance with the innovation;
[0041] FIG. 4 illustrates an example dual vessel air bag protection
system in response to a blast event in accordance with aspects of
the innovation;
[0042] FIG. 5 illustrates an example blast injury protection system
that employs compressible spheres in accordance with aspects of the
innovation;
[0043] FIG. 6 illustrates an example perspective view of a
multi-layer compressible sphere system in accordance with aspects
of the innovation;
[0044] FIG. 7 illustrates an example extruded section energy
absorbing system in accordance with an aspect of the
innovation;
[0045] FIG. 8 illustrates an alternate example extruded section
energy absorbing system in accordance with an aspect of the
innovation;
[0046] FIG. 9 illustrates an example system that employs a pivot
and dampener in accordance with aspects of the innovation;
[0047] FIG. 10 illustrates an alternative example blast injury
protection system in accordance with aspects of the innovation;
[0048] FIG. 11 illustrates an example lateral support system in
accordance with aspects of the innovation;
[0049] FIG. 12 illustrates an example absorber system that employs
belts in accordance with aspects of the innovation;
[0050] FIG. 13 illustrates an example moveable and stow-able seat
frame;
[0051] FIGS. 14A and B illustrate an example semi-flexible
seat;
[0052] FIG. 15 illustrates an example dual airbag cushion that can
be used independently or in conjunction with other aspects set
forth herein;
[0053] FIGS. 16A and 16B illustrate example energy absorption
components, in uncompressed and compressed states,
respectively;
[0054] FIG. 17 illustrates an example structure for at least one
aspect of aspects set forth herein;
[0055] FIG. 18 illustrates an example at least a lower frame in
accordance with at least one aspect described herein;
[0056] FIG. 19 illustrates an example lower frame component that at
least serves to absorb and redirect energy in accordance with one
or more aspects described herein;
[0057] FIGS. 20A and 20B illustrate an example frame in accordance
with at least one aspect described herein;
[0058] FIG. 21 illustrates an example an example frame in
accordance with at least one aspect described herein;
[0059] FIGS. 22A and 22B illustrate an example energy absorption
component in accordance with at least one aspect described
herein;
[0060] FIG. 23 illustrates an example energy absorption component
in accordance with at least one aspect described herein;
[0061] FIG. 24 illustrates an example blast absorption component in
accordance with at least one aspect described herein;
[0062] FIG. 25 illustrates an example lower protection component in
accordance with at least one aspect described herein;
[0063] FIG. 26 illustrates an example blast protection system
integrating one or more aspects of the subject innovation;
[0064] FIG. 27 illustrates an example implementation of a plurality
of blast protection systems integrating one or more aspects of the
subject innovation;
[0065] FIG. 28 illustrates an example side elevation of a seat
fitted with at least one aspect described herein;
[0066] FIG. 29 illustrates a cross section through an example
vehicle integrating at least one aspect set forth herein;
[0067] FIGS. 30A, 30B, 30C, 30D and 30E illustrates one embodiment
of an airbag deployment technique;
[0068] FIGS. 31A, 31B, 31C and 31D illustrate an example side
elevation of a seat fitted with one or more aspects described
herein, and various enlargements of portions thereof;
[0069] FIG. 32 illustrates an example schematic of a vehicle seat
according to one or more aspects described herein;
[0070] FIG. 33 illustrates an exploded view of at least one
embodiment in accordance with one or more aspects described herein;
and
[0071] FIG. 34 illustrates a cross section through an example air
spring in accordance with at least one aspect of the subject
innovation.
DETAILED DESCRIPTION
[0072] The innovation is now described with reference to the
drawings, wherein like reference numerals are used to refer to like
elements throughout. In the following description, for purposes of
explanation, numerous specific details are set forth in order to
provide a thorough understanding of the subject innovation. It can
be evident, however, that the innovation can be practiced without
these specific details. In other instances, well-known structures
and devices are shown in block diagram form in order to facilitate
describing the innovation.
[0073] Referring initially to the drawings, FIG. 1 illustrates an
example schematic block component diagram of a system 100 in
accordance with aspects of the innovation. As illustrated, system
100 can include a monitoring component 102 and a protection
component 104. As can be described herein, the monitoring component
can include one or more sensors capable of detecting an event
(e.g., detonation event). The sensors can employ accelerometers,
pressure switches, thermometers, airflow meters, levels or
gyroscopes, deflection detectors, microphones, cameras, and so
forth in various aspects. Upon detection of an event, the
monitoring component 102 can trigger a protection component 104. It
is to be understood that, while some aspects described herein
employ a monitoring component 102, other aspect can merely employ a
self-contained protection component. For example, a self-contained
protection component could be employed whereby air or gas is
transferred from one chamber to another to facilitate body movement
and subsequent reaction in an attempt to safeguard an occupant.
[0074] As can be described herein, the protection system 104 can
include an inflatable component (e.g., a multi-chamber air bag), an
optional inflation system (e.g., compressed air/gas system), and/or
deformable materials--all that are capable of protecting an
occupant from injury in response to a blast.
[0075] FIG. 2 illustrates effect of a blast event in accordance
with aspects of the innovation. The left portion of FIG. 2
illustrates an occupant in a normal seated position. As used
herein, a normal position is a position when a vehicle and
occupants are not under the forces of an explosion. Here, it can be
seen that the inflatable device beneath the seat thigh-area of the
cushion can either be deflated or inflated so as to enhance
occupant comfort. In the event of an explosion event, as shown on
the right side of FIG. 2, the thighs and lower legs are lifted away
by the protection component (e.g., air bag deployment) so as to
avoid impact with the deformed floor, inflexible points of contact
with a seat or vehicle structure, or other moving objects.
[0076] Referring now to FIG. 3, a cross-sectional view of a seating
system 300 wherein the occupant in a normal seating position is
shown. As illustrated, the air bag (or protection component) can be
configured into two vessels (or bags) 302 and 304 in fluid (or
gaseous) communication with each other or otherwise capable of
transferring gases and fluids between their respective reservoirs.
In particular, the vessels can be described as a thigh bag 302 and
a main bag reservoir 304. Compartments 302 and 304 can be connected
via a pressure release valve 306 that enables air/gas to transfer
from main bag reservoir 304 to thigh bag 302. Under normal use,
main vessel 304 can remain inflated giving an occupant improved
comfort levels.
[0077] FIG. 4 illustrates the example system 300 in the event of a
detonation. Under force of an explosion, the torso of the occupant,
in the downward direction as shown, forces pressure relief valve
306 to open filling thigh bag 302 (e.g., via gas from the main bag
304). Gas is transferred and thigh bag 302 inflates to raise the
lower legs/feet away from the floor deformation, thereby protecting
the occupant from effects of the event.
[0078] FIG. 5 illustrates an alternative aspect in accordance with
the innovation. An innovation can be equipped with a matrix of
deformable materials to assist in protection of an occupant during
an explosion event. In at least one embodiment, groups of
deformable spheres can be employed as pictured in FIGS. 5 and 6. In
some embodiments, such aspects can be employed to protect the
occupants' legs. Particularly, in the illustrated embodiment, the
thighs can be protected against absorbing the total possible forces
during an explosion. In normal use, the two layers of compression
spheres support the occupant and improve comfort levels. While two
layers are shown, it is to be understood that more or fewer layers
can be employed without departing from the spirit and/or scope of
the innovation.
[0079] Considering employment of embodiments like those illustrated
in FIG. 5, a minor explosion can cause a portion of the spheres to
compress under the downward force of the occupant reducing upward
forces through the pelvis and spine. a major explosion would cause
spheres to compress with the lower level bursting at a set pressure
to allow the upper level to continue down in a controlled manner.
After the initial high force of the explosion event, the upper
level of spheres would still be intact (or substantially intact)
giving further protection against the secondary impact of the
vehicle hitting the ground/crater. An example of such action is
illustrated by view of the normal use (left) and post-event use
(right) shown in FIG. 5.
[0080] In at least one embodiment, the spheres are substantially
identical. However, in other embodiments, different spheres can be
employed throughout different portions of a cushion. For example, a
bottom layer can be designed to burst upon a predetermined impulse,
while upper layers can be designed to substantially retain their
structure and integrity under any force. In such embodiments, some
spheres can be filled with substances capable of outflow, and
others can be made of a single material (e.g., foam, rubber) or a
composite solid material. In some embodiments, spheres may move in
relation to one another, while in others they are arranged in a
matrix-type geometry that allows them to deform but remain in a
similar relative position with respect to other elements. In some
embodiments, different types of spheres can be intermixed randomly,
or particular ratios of sphere types can be included (e.g., two out
of three spheres are bursting, but do not reside in any fixed
layers, or some spheres are permitted to move among one another
while a skeletal geometry of spheres remain in a substantially
fixed position within an apparatus).
[0081] In at least one embodiment, deformable spheres can be solid,
made of one or more materials of which at least one is deformable.
In some alternative embodiments, deformable spheres can be hollow
or filled with gas, liquid, or other material. In some embodiments
relating to a hollow deformable sphere, such deformable sphere can
include vents to permit gas, liquid or other material that can be
inside the deformable sphere to leave the deformable sphere, at
least temporarily, upon deformation of the deformable sphere.
[0082] FIG. 6 illustrates a perspective view of a dual row
compression system in accordance with aspects. As can be seen from
the aspect of FIG. 6, seat compression system 600 can include
webbing 602 sewn into a pocketed structure to allow the compression
spheres to be loaded from top into multiple layers. In some
embodiments, such as those illustrated, there can be two layers in
a system. However, the spirit and scope of the subject innovation
and embrace any number of layers, dependent upon the size of
compression spheres and the system in which they are integrated. In
some embodiments, seat compression system 600 can include a
plurality of compression spheres designed to compress and
potentially burst under predefined forces. This compression or
bursting can effect a protective cushioning against the effect of
an exploding IED/landmine or other similar event.
[0083] In one or more embodiments, deformable spheres or other
deformable elements can be designed to limit the speed with which
they return to an earlier configuration to limit the force of a
restorative impulse on organisms or materials in contact with
deformable elements (e.g., prevent a bounce or "launch"
upward).
[0084] Referring now to FIG. 7, an alternative seat compression
system 700 in accordance with aspects of the innovation is shown.
As shown, the seat compression system 700 of FIG. 7 employs
flexible cushion sections 702 in place of deformable (or burstable)
spheres. While FIG. 7 illustrates flexible cushion sections 702 in
place of the earlier deformable spheres, those skilled in the art
will appreciate that a hybrid system where flexible cushion
sections 702 are employed in conjunction with deformable elements
is possible. In some embodiments, flexible cushion sections 702 can
be interspersed with other deformable elements, can contain other
deformable elements, or can be contained within other deformable
elements.
[0085] While the embodiment describes rubber sections, it is to be
understood that most any flexible (or compression-able) material
can be employed in alternative aspects without departing from the
spirit and/or scope of the innovation and claims appended
hereto.
[0086] It is to be understood and appreciated that the extruded
sections 702 enable similar properties of the compression spheres
and the thigh/main vessels of previous figures. In other words,
each of the aspects can be employed to assist in protecting an
occupant, e.g., in an IED event or the like.
[0087] In some embodiments, extruded rubber sections 702 can be
filled with gases or fluids that displace between extruded rubber
sections 702 or are vented outward upon the introduction of a
compressive force.
[0088] In one or more embodiments, extruded rubber sections 702 can
be designed to limit the speed with which they return to an earlier
configuration to limit the force of a restorative impulse on
organisms or materials in contact with extruded rubber sections 702
(e.g., prevent a bounce or "launch" upward).
[0089] As shown, extruded rubber sections 702 can interlock to
create a compression cushion having functionality as described
herein. Top profile to give comfort to the occupant with lower
profiles developed to give different rates of compression under
force.
[0090] FIG. 8 illustrates yet another seat compression system 800
in accordance with aspects of the innovation. In particular, FIG. 8
illustrates an alternate rubber extrusion 802 that can be employed
to provide seat compression in embodiments. In operation,
structured rubber extrusions 802 can clip together to form a
supportive pad as shown in system 800. This pad can be sealed
within an air bag. In one embodiment illustrated by the arrows in
FIG. 8, the extrusions can be connect by sliding or other means to
form an interlocked pad, which can be positioned within an air bag
804 as shown.
[0091] It can be appreciated that the rubber components take
initial impact force with the airbag inflating to reduce secondary
impact force. In other words, a pressure system can be employed to
inflate the air bag, e.g., in the case of an explosion event.
[0092] Yet another aspect of the innovation is shown in FIG. 9.
Essentially, FIG. 9 illustrates two views, 900 and 902, of an
aspect that illustrate a pivot/dampener mechanism to protect an
occupant from an IED or similar explosive attack. In the event of
an IED/land mine detonation the seat base is designed to rotate on
pivot 904 which has the effect of raising the legs and damping the
force going through the pelvis/spine as described in previous
aspects. Here, dampener 906 can be employed to facilitate reduction
of forces as shown by the arrow in 902 thereby facilitating
occupant protection.
[0093] In operation of some embodiments, an initial upward force
through the floor can be reduced through damping tile 908 which
works in conjunction with the seat system. As shown in FIG. 9, the
dampening tile can be manufactured of most any flexible and
compressible material, e.g., rubber or the like. Additionally, the
tile 908 can be positioned beneath the seat cushion as shown in 900
and 902.
[0094] Turning now to FIG. 10, an alternate aspect of a seat
compression system 1000 is shown. As previously described, a
dampener or cushion tilt system 1002 can be employed to enable a
seat to pivot in the event of an explosion event. A dampening tile
1004 can be employed, e.g., to absorb initial forces. An air bag
1006 can be employed to encase an extruded dampening structure 1008
so as to absorb forces as described herein. While a specific
dampening structure is shown in FIG. 10, it is to be understood
that other dampening structures can be employed and are to be
included within the scope of this disclosure and claims appended
hereto.
[0095] An example lateral support system 1100 is illustrated in
FIG. 11. Lateral support system 1100 can include supports 1102
located on one or both sides of a seat back as shown. In the event
of roll over, an occupant's head can often be subject to rapid
lateral and forward forces, e.g., potentially increased by the
weight of a helmet. As shown, each support 1102 includes open areas
so as not to inhibit line of sight while protecting an occupant in
the instance of a rollover. Protection can be effected by (but is
not limited to) limiting the distance an occupants' head can
travel, cushioning an impact between a head and structure, and
preventing the head from striking un-cushioned structure. In some
embodiments, support(s) 1102 can be adjusted to increase or
decrease the possible range of motion. In at least one embodiment,
support(s) 1102 can be moved automatically under alternative power
(e.g., passive gas displaced by other systems, active gas from an
initiator and gas source, electricity, or other means) upon the
occurrence of an explosive attack. It can be appreciated that this
lateral support system 1100 can be employed with any of the
aforementioned seat compression systems.
[0096] As described supra, the innovation provides systems and
methods of protecting an occupant of a passenger seat of a vehicle
from the effects of an explosive device being detonated against a
vehicle. A system in accordance with the disclosures herein can
include an inflatable multi-chamber airbag in the seat and a
monitoring system that detects a detonation of an explosive device.
Inflation of the seat airbag can commence upon detection of the
detonation. Thus, an airbag can be used to cushion the forces felt
by the occupant due to the detonation.
[0097] In aspects, the seat airbag can remain at least partially
inflated throughout the local, global, dropdown and subsequent
phases of the detonation, thus providing protection for the
occupant in all stages of the explosion, including the latter three
stages. In some embodiments, the seat airbag can remain inflated
for at least 1 or 2, or even up to 7 seconds after the detonation
is detected. For example, inflation of the airbag can occur within
50 milliseconds of detection of detonation. While these example
timeframes are given in support of particular, narrow embodiments,
it is appreciated that the systems set forth herein are in no way
limited to any specific length of time, and can be configured to
inflate, deflate, deform, reform, et cetera, in any arbitrary
length of time. In some embodiments, a time is not the dispositive
factor for determining when different aspects of protection actuate
or de-actuate. In some embodiments, an arbitrary force or other
measurable (e.g., by sensors such as those described supra) event
or events dictate how one or more of aspects set forth herein act
or react.
[0098] FIG. 12 illustrates an example energy absorbing system 1200
that employs belts in accordance with aspects of the innovation. In
operation, the system 1200 of FIG. 12 is employed in a manner
similar to the dampening pivot seat described supra. As shown, the
system 1200 employs a seat assembly that is attached to safety
belts which can absorb energy during an impact. Additionally,
energy is also taken out by means of shock absorbers 1200 (e.g.,
two absorbers), as shown.
[0099] In addition (or separate from) the aspects described herein,
an inflatable floor (carpet, mat, etc.) can also be employed and
inflated, e.g., using a compressor which is activated once the
occupant buckles his harness. The inflatable mat, floor or carpet
can be triggered upon impact or an event, e.g., as indicated by a
monitor or sensor component. In addition, when the harness is
unbuckled, the carpet airbag can deflate, thus retracting the
airbag into its normal un-inflated state.
[0100] Turning now to FIG. 13, a stowable seating system is
illustrated. System 1300 can include vertical straps 1302, 1304,
1306 and 1308. Straps 1302-1308 can be made of, for example,
synthetic or cloth material(s), such as those typically employed in
the construction of seatbelts.
[0101] System 1300 can also include slots such as slots 1312, 1314,
1316 and 1318 that allow an inner frame 1330 to move within outer
frame 1340. The slots such as slot 1312 permit inner frame 1330 to
travel a small amount within and parallel to outer frame 1340
(e.g., up and down).
[0102] System 1300 further includes a base 1350, which can be used
as a seat. In some embodiments, base 1350 can be attached to inner
frame 1330 by means of a pivot or hinge, to allow base 1350 to move
with respect to inner frame 1340.
[0103] Inner frame 1330, outer frame 1340 can be made of a rigid
structural material in some embodiments. For example, metals or
polymers may be used in construction of inner frame 1330 and outer
frame 1340. Interfaces between inner frame 1330 and outer frame
1340, such as slots 1312-1318, as well as interfaces between base
1350 can also be made of rigid materials in some embodiments.
[0104] All other members and materials pictured in system 1300 can
be made of the synthetic strap material mentioned earlier. This can
include (but is not limited to) back 1362, seat 1364, supports 1366
and 1368, et cetera. In some embodiments, one or more of these
components can be made of rigid material, and in some embodiments
may be jointed to permit the base to fold despite rigid
construction. While back 1362, seat 1364 and supports 1366 and 1368
are pictured in a particular configuration, it is understood that
other arrangements fall within the scope of the subject innovation.
For example, webbing could be a series of linear straps as opposed
to the pictured "X", various supports can be straps inserted or
connected at different points, and so forth.
[0105] By using flexible strap material, vertical straps 1302-1308
supporting inner frame 1330, back 1362, seat 1364 and supports 1366
and 1368 can deflect upon energetic impulse, and stretch and/or
deform small amounts to dissipate the severity of the effects on an
occupant in the seat. Upon a blast, strap material can stretch
lightly, and in later stages, especially drop, can avoid the
suddenness of a change of direction in a seat where all materials
are rigid. In addition, by using a soft material in supports 1366
and 1368, the seat can fold easily for stowage.
[0106] FIG. 14A illustrates a system 1400 including a seat that can
be used in conjunction with other aspects set forth herein. FIG.
14B depicts a cross-section of the seat of system 1400.
[0107] System 1400 can include seat 1410 and back 1420. In some
embodiments, seat 1410 and back 1420 can include a rigid frame
covered by fabric or similar material. Seat 1410 and back 1420 can
include attachment points 1412-1418 and 1422-1428, respectively.
Attachment points 1412-1418 and 1422-1428 can be used to connect,
for example, one or more airbag cushions in accordance with the
features described herein. In one or more embodiments, attachments
points 1412-1418 and 1422-1428 can be Velcro. In other embodiments,
attachment points 1412-1418 and 1422-1428 can be straps, buckles,
snaps, buttons, or other means for removably attaching separate
items, and combinations thereof.
[0108] System 1400 can also include zipper 1430, which can run down
the middle or another portion of back 1420. System 1400 can
additionally include straps 1436 and 1438 that, in some
embodiments, support seat 1410. In some embodiments, additional
fabric or other materials encloses the area above the sides of seat
1410, specifically covering the area beneath straps 1436 and 1438
and connecting to seat 1410 and back 1420.
[0109] In some embodiments, seat 1410 is cantilevered from a hinge
or pivot that stops it at a desired angle to back 1420, and straps
1436 and 1438 do not support the weight of seat 1410. However, in
many embodiments, straps 1436 and 1438 support at least a portion
of the weight borne by seat 1410.
[0110] In embodiments where straps 1436 and 1438 are made of a
foldable or flexible material, or where similar rigid supports are
used that are removable or include hinges or pivots, seat 1410 can
be folded up or down to rest parallel to back 1420, facilitating
easy stowing of seat 1410.
[0111] FIG. 14B shows a cross section through seat 1410. The ends
show a round cylinder comprising a rigid frame around seat 1410,
and the top and bottom lines represent two layers of fabric doubled
around the frame. In some embodiments, the frame around seat 1410
is hollow (e.g., metal tube). In other embodiments, the frame
around seat 1410 is solid (e.g., polymer rod).
[0112] FIG. 15 illustrates a two-chamber cushion system 1500.
System 1500 can include a first chamber 1510 and a second chamber
1520. Between first chamber 1510 and second chamber 1520, there can
be a series of vents 1512-1518 et cetera that permit air, fluid, or
movable solids (e.g., small, flexible beads) to flow between first
chamber 1510 and second chamber 1520. While the illustrated
embodiment is discussed with respect to vents 1512-1518 for
purposes of brevity, it is appreciated any number of vents can
exist between first chamber 1510 and second chamber 1520,
symmetrically or asymmetrically. Likewise, other geometries (e.g.,
circular cushion system differing from a rounded rectangular system
as pictured in system 1500) are understood to fall within the scope
of the subject innovation.
[0113] In at least one embodiment, vents 1512-1518 are open and
allow free flow under any amount of pressure. In other embodiments,
a minimum amount of energy must be imparted on first chamber 1510
before one or more of vents 1512-1518 open. In some embodiments, a
vent "gate" is blown out and permanently opened upon a particular
amount of force. In other embodiments, vents can open and close
when a sufficient force is applied or removed. In some embodiments,
vents 1512-1518 are not all identical, with some vents larger than
others or requiring greater force to open. For example, a small
explosion might be mitigated with a relatively low rate of flow
between first chamber 1510 and second chamber 1520, and so only
small, closable vents will permit flow. In the same embodiment, a
larger explosion might be better mitigated by permitting greater
flow. Accordingly, the small vents can allow flow, but larger vents
requiring greater force to actuate may be "blown out," permitting a
greater airflow and mitigating effect.
[0114] In some embodiments, system 1500 is wholly reusable after
being compressed. In other embodiments, system 1500 is usable but
degraded after compression. In still other embodiments, system 1500
should be replaced after mitigating an explosion. It is appreciated
that all three situations can occur with respect to the same
embodiment as well, depending on the severity of an explosion or
the number of explosions mitigated.
[0115] It is to be appreciated that the chambers can be made of any
number of flexible or semi-flexible materials, and that first
chamber 1510 and second chamber 1520 can be made of the same or
different materials. In some embodiments, first chamber 1510 and
second chamber 1520 represent a closed system, only exchanging gas
(or other materials) between one another. In other embodiments,
first chamber 1510 and second chamber 1520 can be a semi-open or
open system that allows gas to leave one or both chambers under one
or more circumstances.
[0116] FIGS. 16A and 16B illustrate a cross section of a possible
embodiment of a system similar to that of system 1500. FIG. 16A
shows a cross section of a two-chamber cushion system 1600 under
normal use, prior to the application of increased forces. FIG. 16B
shows a cross section of a two-chamber cushion system 1600 under
increased force, such as the stress of being forced up against the
weight of an occupant during an explosion. In 16A, the gas (or
other material) is predominantly in first chamber 1610, and second
chamber 1620 is deflated. Upon application of force in 16B, the gas
(or other material) passes through at least vents 1612 and 1614, to
second chamber 1620. In some embodiments, second chamber 1620
inflates upon application of the force, based at least in part on
gas (or other material) passed from first chamber 1610.
[0117] While second chamber 1620 is pictured as two distinct
chambers, second chamber 1620 can be a single chamber, or series of
partitioned chambers, around the perimeter of first chamber 1610.
In some embodiments, the partitioning of chambers or use of
additional chambers can facilitate system integrity retention and
survivability by adding redundant chamber in the event that one or
more chambers rupture, fail, or fail to restore to original shape.
For example, first chamber 1510 can be a series of distinct
chambers or sub-chambers. Alternatively, second chamber 1520 can be
one or more chambers attached to a single vent, or one or more
vents attached to a single chamber. In some embodiments, second
chamber 1520 includes partitions between vents. In some
embodiments, the partitions can be designed to fail (e.g., first,
by being built to a lower strength than other portions of a
chamber) if a load becomes unbalanced to provide a maximum energy
absorption in a particular area.
[0118] FIG. 17 displays a structure 1700 for absorbing blast
energy. In the illustrated embodiment, a honeycomb structure is
used in a repeating fashion. Structure 1700 can include body 1710
and vent 1720. Vent 1720 can allow gas, fluid or other material to
pass from one honeycomb cell to another when a given cell or cells
are compressed. While vent 1720 is only shown with one other vent
in the illustrated embodiment, it is to be appreciated that
multiple vents can be present on one or more walls of body 1710. In
at least one embodiment, vent 1720 can simply be a hole between
body 1710 of a cell. In other embodiments, vent 1720 can include
additional flow restriction aspects that limit or prevent flow
between cells under one or more conditions (e.g., below a minimum
force). In some embodiments, structure 1700 is used as a single
structure not in conjunction with other cells. In other
embodiments, structure 1700 is arranged in patterns as one of a
plurality of cells sharing a structure substantially similar to
structure 1700. In still other embodiments, alternative cell
designs can be intermingled in a pattern or at random with
structure 1700.
[0119] FIG. 18 shows system 1800 including a stowable seat 1820
with a leg-protecting lower frame 1830. System 1800 can include
back frame 1810. Back frame 1810 and lower frame 1830 can be
connected to seat 1820 using hinges or pivots, permitting system
1800 to fold and unfold at two points for easy stowing of lower
frame 1830, seat 1820, or both.
[0120] In some embodiments, lower frame 1830 can include attachment
points 1832, 1834 and 1836. In at least one embodiment, attachment
points 1832-1836 can be used to attach airbag cushion 1840. As
described above, a variety of attachment means can be employed to
facilitate such attachment, such as Velcro, buckles, buttons, et
cetera.
[0121] Airbag cushion 1840 can be designed with main chamber 1842
and one or more secondary chambers 1844. Upon the application of a
force (e.g., travelling upward after a blast against the weight of
an occupant's feet and legs), gas or other material can travel from
main chamber 1842 to secondary chambers 1844. In this fashion, the
gas leaving main chamber 1842 can mitigate the felt blast on
portions in contact with main chamber 1842 by flexing with the
resistance, and inflate secondary chambers 1844 to mitigate the
felt blast on parts in contact with secondary chamber chambers 1844
by creating additional cushion between those parts and the rigid
portions of lower frame 1830. In some embodiments, airbag cushion
1840 is in fluid communication with airbag cushions attached to
seat 1820, frame 1810, or other components or vehicle areas,
providing additional displacement and cushioning for blast
mitigation.
[0122] FIGS. 19A, 19B and 19C illustrate embodiments of a
dual-airbag cushion system 1900 such as that used with lower frame
1830 in FIG. 18. System 1900 can include main chamber 1910 and
secondary chambers 1920. In FIG. 19B, system 1900 is shown in
normal use, under stresses less than those associated with a blast
event. In FIG. 19C, system 1900 is shown under additional stress
(e.g., from the weight of legs and feet resisting upward motion
during or following an explosion). In FIG. 19C, gas (or other
material) is illustrated as having displaced from main chamber
1910, now deformed, and inflated secondary chambers 1920. In some
embodiments, there is simply open space between main chamber 1910
and secondary chambers 1920. In other embodiments, specifically
designed vents can be employed between main chamber 1910 and
secondary chambers 1920.
[0123] FIGS. 20A and 20B illustrate at least one embodiment of a
strap-based suspension system 2000 providing a stowable seat in
accordance with aspects of the disclosure herein. In at least one
embodiment, inner frame 2010 is supported by straps 2022-2028, and
aligned with outer frame 2030 by use of side channels 2012-2018.
Straps 2022-2028 can be made of a flexible or semi-flexible
material, such as a natural or synthetic cloth with sufficient
strength to withstand weight under blast stress without failing.
Straps 2022-2028 can provide less energy transfer to a passenger
seated on seat 2040 due to their greater flexibility and more
desirable elastic modulus compared to rigid members such as those
used in outer frame 2030. FIGS. 20A and 20B show an angle where
seat 2040 is quartering toward the viewer and an angle where seat
2040 is directly facing the viewer, respectively.
[0124] In some embodiments, straps 2022-2028 can be designed to
fail upon sufficient force or forces.
[0125] FIG. 21 illustrates an embodiment of system 2100 including
an inner frame 2110 and an outer frame 2120. In some embodiments, a
seat can be affixed to inner frame 2110. In further embodiments,
the seat affixed to inner frame 2110 can be attached via hinges or
pivots to allow the seat to fold for stowage. In some embodiments,
the seat can fold upward, toward the bulk of outer frame 2120, for
stowage. In other embodiments, the frame can fold downwards. Some
embodiments including a stowable seat can include attachment points
to secure the seat in the stowed position until needed again, such
that the seat will not accidentally or inadvertently de-stow at an
undesired time.
[0126] Straps 2112-2118 can provide vertical support connecting
inner frame 2210 to outer frame 2120. In some embodiments, channels
2122-2128 can be included to provide an interface for lateral
support an alignment between inner frame 2110 and outer frame 2120.
In some embodiments, no channels exist.
[0127] Straps 2112-2118 are pictured longer than in the embodiments
illustrated earlier. By lengthening straps 2112-2118, the greater
elasticity of straps (compared to rigid members) can be employed
advantageously. A greater length of elastic or flexible material
can undergo greater absolute deflection or deformation under
similar forces and before failure, and can accordingly serve to
better dampen sudden impulses by reducing the absolute motion and
acceleration between rigid components.
[0128] FIGS. 22A and 22B illustrate a cushion system 2200 including
a honeycomb cushion containing vented honeycomb cells in main
chamber 2210, and a supplemental chamber 2220 that inflates (or
inflates more) upon deformation of main chamber 2110. During and
after an explosion, the vehicle moves up, imparting upward motion
onto a seat inside. An occupant's body resists this motion, forcing
down, represented by the large red arrow. This deforms the
honeycombs in the main chamber, which vent outward to force
additional gas (or other material) to supplemental chamber 2200.
This provides additional upward force over a greater area and
provides a deformable cushion under the occupant, decreasing the
severity of the interaction between the occupant and portions of
the vehicle. By providing additional cushion (e.g., material that
is easily deformed and can slow a rate of acceleration) and
spreading the surface area over which an opposing force is applied
(e.g., by pushing up around the perimeter of an entire cushion
rather than from one compressed point), the likelihood of forces
large enough to cause injury to the occupant is reduced.
[0129] In some embodiments, system 2200 can include Velcro, buckle,
snap, strap, button, or other flexible attachment points to allow
its simple and secure integration into seats and onto other
portions of vehicle structure.
[0130] FIG. 23 illustrates another embodiment of a cross-sectional
view of a multi-chamber airbag 2100. As shown, airbag 2100 can have
main chamber 2010 and supplemental chamber 2020. When a force is
applied anywhere to main chamber 2010, main chamber 2010 deforms
and is reduced in volume. The reduction in volume forces gas (or
other material) corresponding to that volume into supplemental
chamber 2020, which in turn inflates as the gas corresponding to
the volume reduced in main chamber 2010 flows in. Main chamber 2010
and supplemental chamber 2020 can, but need not, include a vent
structure. The vent structure can serve as a material-communicative
interface permitting gas, fluid, or other material to flow between
main chamber 2010 and 2020. In various embodiments, vents can
always remain open, open once, or open and shut repeatedly. In
embodiments where the vents are initially closed (whether or not
they can re-close after opening), opening the vents can depend upon
an amount of flow, a gas pressure, a sensor-measured quantity, or
other aspects.
[0131] FIG. 24 illustrates another embodiment of a honeycomb airbag
2400. A primary honeycomb airbag 2410 can comprise the larger
portion of airbag 2400, while secondary airbag 2420 can wrap the
perimeter of primary airbag 2410. A cover 2430 can enclose the
honeycomb cell structure of primary airbag 2410.
[0132] In some embodiments, secondary airbag 2420 is partially
inflated or deflated, and inflates with gas or other material from
primary airbag 2410 upon deformation of airbag 2410. In at least
one embodiment, secondary airbag 2420 is inflated at all times. In
still other embodiments, secondary airbag 2420 is inflated from an
outside source (e.g., compressed gas, chemical gas source, or air
compressor) upon detection of an explosion.
[0133] FIG. 25 illustrates a lower frame assembly 2500 for use in
conjunction with aspects described herein. Lower frame assembly
2500 can include, either permanently or via attachment points like
those described throughout this disclosure, main airbag 2510 and
secondary airbag 2520. If the assembly is suddenly imparted with
upward acceleration while in use by an occupant, the occupant's
feet and legs can resist the motion, deforming primary airbag 2510.
The volume reduced in primary airbag 2510 by said deformation can
displace corresponding gas or material to secondary airbag 2520.
The gas travelling to secondary airbag 2520 helps spread the area
over which force is applied to redirect the occupant upward with
the vehicle, as well as provides a deformable gas (or other
material) cushion to prevent hard contact between structural
components and at least the occupant's legs. The deformation of
primary airbag 2510 reduces the absolute motion of legs and feet,
or at least slows their acceleration, thus reducing the instant
force applied and decreasing the likelihood of injury.
[0134] In some embodiments, lower frame assembly 2500 attach all
rigid interfaces (e.g., portions where rigid parts of lower frame
assembly 2500 change angles) can be hinged or serve as pivots
through at least one range of motion to facilitate folding of lower
frame assembly 2500 at least under, over or into, for example, a
seat or upper frame for stowage.
[0135] In some embodiments, primary airbag 2510 and secondary
airbag 2520, and other components, can deflate or crush for
stowage. For example, by deflating all inflatable portions of lower
frame assembly 2500, the inflatable portions can fold into lower
frame assembly 2500 when the lower frame is stowed. In some (but
not all) embodiments, primary airbag 2510 (and/or secondary airbag
2520) can re-inflate automatically upon coming out of stowage.
[0136] In some embodiments, primary airbag 2510, secondary airbag
2520, or both can be deflated or only partially inflated, and be
inflated by an external inflating system actuated upon detection of
an explosion or other sudden impulse capable of causing trauma.
[0137] FIG. 26 illustrates a composite system 2600 including
several aspects discussed supra and other aspects previously
undisclosed. System 2600 can include an outer frame 2610, an inner
frame 2620. Inner frame 2620 can interface with outer frame 2610 by
at least channels 2612 and 2614, to maintain alignment between the
frames 2610 and 2620 while allowing at least one-directional motion
with respect to one another. System 2600 can additionally have seat
2630, and lower frame assembly 2640. Seat 2630 and lower frame
assembly 2640 can include attached dual-chamber airbags or cushions
capable of displacing gas or other material to reduce the felt
impulse of an explosion. In some embodiments, one or more chambers
can be filled with a honeycomb structure, deformable spheres, or
other materials described throughout this disclosure. Seatbelts or
multi-point harnesses can also be employed in conjunction with
system 2600 as illustrated. Loopholes or retaining guides can be
provided to direct and retain the seatbelts or harnesses, as
pictured.
[0138] System 2600 can include a strap-based suspension system
further defining them motion between outer frame 2610 and inner
frame 2620. In some embodiments, the strap-based suspension system
can include straps 2652 and 2654. Straps 2652 and 2654 can be
inserted into the bottom (or another part) of inner frame 2620 and
wrap over the top (or another part) of outer frame 2610,
reinserting into the sides of seat 2630 and supporting a fabric
around the sides of seat 2630. Accordingly, while straps 2652 and
2654 will stretch upon being placed under force, they will under
most circumstances not stretch as far as inner frame 2620 moves
with respect to outer frame 2610. Thus, straps 2652 and straps 2654
will pull back on their insertion point in seat 2630, creating a
lifting motion which can decouple an occupant from hard portions of
system 2600, the floor, or other vehicle parts that can cause
trauma if in contact during an explosion, while distributing the
area over which the upward force is applied.
[0139] FIG. 27 illustrates a plurality of systems 2700 reflecting a
possible multi-seat application in a vehicle. Each individual
system among the plurality 2700 has outer frames like that used in
FIG. 26. In at least one embodiment, the outer frames share at
least one common member. In some embodiments, the outer frames are
aligned, and thus align all the systems among the plurality. In at
least one embodiment, the outer frames of plurality 2700 can be
affixed in an immovable, absolute fashion to a vehicle in which
they are contained. In at least another embodiment, the plurality
2700 may be capable of at least some motion with respect to the
vehicle or one another. In at least one embodiment, one or more of
the systems among plurality 2700 can be stowed. In at least one
embodiment, one or more systems among the plurality can be
removed.
[0140] FIGS. 28-30 display different aspects of at least one
embodiment in accordance with aspects described herein. An airbag
2810 can be deployed, also shown in FIGS. 30A-30E, in the seatpan
of an individual seated in a seat 2800 as in FIG. 28, located in
the vehicle 2900 as in FIG. 29. Seat 2800 can be fitted within
vehicle 2900 as shown in FIG. 29 and configured to protect the
occupant, pictured in whole in FIGS. 28 and 29, and in part in FIG.
30A, from an explosive 2910 that is, for example, below the vehicle
pictured in FIG. 29.
[0141] As shown in FIG. 30A, the airbag in its undeployed,
uninflated state fits underneath the seat cushion. It is provided
with an initiator 2810, which detects the detonation of the
explosive device by means of a sensor such as an accelerometer or
another described herein. If the (for example) accelerometer
indicates that the initiator is accelerating faster than a
threshold, a detonation is considered to be detected.
Alternatively, any other convenient method of detecting detonation
of a local explosive device could be employed. When the initiator
detects detonation, it can inflate the airbag using a gas source.
The gas source can be contained within the initiator, or be located
remotely thereto but still actuated by the initiator. The source
can include a pressurised gas container, or a chemical source of
gas (e.g., a combination of nitroguanidine, ammonium nitrate and a
tetrazole) which can rapidly release gas (e.g., nitrogen) when
ignited. The released gas can inflate the airbag.
[0142] The deployment of the airbag 2810 is successively depicted
in FIGS. 30A to 30E. Airbag 2810 can deploy backwards towards the
rear of seat 2800, in the rear direction with respect to the
occupant. It can force the occupant upwards and can force the
occupant's pelvis backwards while surrounding and cushioning the
occupant's pelvis. Once inflated (as shown in FIG. 30E), the airbag
can remain so for 2 seconds, or for any arbitrary length of time,
until all four phases of the blast due to the detonation described
in the introduction above have passed. In some embodiments, the
airbag can deflate and the initiator and gas system can re-arm for
subsequent redeployment. This can facilitate reuse of the same
system, and more important provide on-going protection for an
occupant in the event of a secondary explosion threat (e.g.,
secondary or additional IED, or explosions from burning fuel or
munitions).
[0143] During the explosion, airbag 2810 lifts the occupant. In
some embodiments, the airbag 2810 decouples the occupant from the
seat pan. It is to be noted that the seat pan is supported relative
to the vehicle by a support; when inflated, the airbag 2810
supports the occupant relative to this support and so can cushion
the user against the movement of the vehicle due to the blast.
[0144] An additional embodiment for protecting an occupant from the
effects of detonation of an explosive device according to a second
embodiment of the invention is shown in FIGS. 31A-31D of the
accompanying drawings.
[0145] In system 3100 multi-airbag systems are provided. A seat
airbag 3110 is, as in the first embodiment provided in the seat
pan, although it can be provided at any point in the seatpan. In
some embodiments, multiple airbags can be provided in different
portions of the seatpan. A floor airbag 3122 is provided in the
floor 3120 of the vehicle. Finally, seat belt 3140 contains two
airbags 3132 and 3134. A common initiator 3150 can be provided for
all airbag systems (3110, 3122 and 3132/3134) and detects the
detonation of an explosive device in the same manner as the first
embodiment. In some embodiments, each airbag system has its own gas
source(s) which can be singly or separately initiated by initiator
3150; for example, that for the seat airbag 3110.
[0146] The functionality of the seat airbag 3110 can be the same as
that of various embodiments described herein. The deployment of the
seat airbag 3110 can be seen in more detail by inspecting
additional Figures throughout this disclosure.
[0147] Floor airbag 3122 is provided in floor 3120 of the vehicle.
In some embodiments, it has the form of a closed body, defined by a
top surface and a bottom surface joined together at regular
intervals by linear tethers. These tethers ensure that when the
floor airbag 3122 is inflated, as shown in FIG. 31B, the floor
airbag 3122 can be of generally consistent thickness; similar
tethers can be used to similar effect in the seat airbag 3110. In
use, floor airbag 3122 decouples the occupant's feet from the
structure of the vehicle and in particular the floor 3120. It can
cushion the occupant's feet in particular against the effects of
the local phase described above. In some embodiments, the floor
airbag 3122 can be "sandwiched" between two layers of carpet for
comfort and aesthetics. In other embodiments, the floor airbag may
be layered between other materials, or exposed on floor 3120.
[0148] Floor airbag 3122 and the seat airbag 3110 can each be
provided with a deformable member. These can each include a stiff
sheet, in one or more embodiments formed of metal, plastic or
composite, for example carbon fibre, and have a predetermined
stiffness and profile so as to deform in a predictable manner. As
the vehicle moves upwards, the occupant's inertia can cause a force
to be applied to the deformable members, which can bend, absorbing
energy that can otherwise be transmitted to the occupant's pelvis,
femur or feet.
[0149] The seatbelt airbags 3142 and 3144, once inflated, ensure
that the forces applied by the seatbelt 3140 on the occupant are
cushioned, so that the vehicle does not transmit overly strong
forces to the occupant through the seatbelt 3140.
[0150] The volumetric chambers formed by the inflated airbags 3110,
3122 and 3142/3144 can be vented or unvented. In some embodiments,
the chambers or their pressure relief mechanisms can burst once a
predetermined pressure is reached. Alternatively, the airbags can
be provided with one or more venting holes, pressure sensitive
discs, vents or membranes. The airbags can be formed of membrane
material, such as thermoplastics or metal materials. The inflation
pressure of the chambers can be to an arbitrary value depending on
the required application. In at least one embodiment, the inflation
pressure of the chambers can be at least 200 millibars over
atmospheric presume.
[0151] The gas source can be any suitable gas generator, for
example conventional, cold gas or variable inflator technologies
can be used. It is important to maintain the inflation of the
airbags for the time period over which the blast occurs, generally
at least 2 seconds. It is likewise important to inflate with
sufficient speed to ensure mitigation through all phases of the
explosion.
[0152] Other embodiments of the invention are shown in FIGS. 32-34
of the accompanying drawings. In some embodiments, as can be seen
in FIG. 32, a vehicle seat 3210 is supported by a suspension. An
exploded view of a seat in accordance with at least some aspects
similar to those of FIG. 32 can be seen in FIG. 33. This includes a
two pairs of scissor links 3220, which allow vertical movement of
the vehicle seat 3210 relative to the floor of the vehicle. Also
supporting the seat 3210 relative to the floor is an air spring
3230. This is shown in more detail in FIG. 34 of the accompanying
drawings. Such suspensions are commonly used for vehicles used in
the construction industry.
[0153] Air spring 3230 includes a flexible but incompressible
sleeve 3410 mounted on a piston 3420 that is secured relative to
the floor. An end cap 3430 is attached to the seat. As the gas
pressure within sleeve 3410 changes, the volume of gas within
sleeve 3410 can change. In some embodiments, as the volume
decreases, the sleeve can concertina over the piston to a greater
or lesser extent, thus changing the vertical distance between
piston 3420 and end cap 3430. Thus, the piston 3420, end cap 3430
and sleeve 3410 form an airbag.
[0154] In normal use, when a detonation is not being detected, air
spring 3230 can be filled with gas--in one or more embodiments
air--by means of a compressor 3440 connected to ports 3442 and
3444. The compressor keeps the pressure within the sleeve 3410
close to a desired level dependent upon the desired stiffness of
the suspension. The actual pressure can depend upon forces applied
by the seat and the floor to the respective ends of the air spring
3230.
[0155] However, an initiator 3450 is provided which, as in the
previous embodiments, can sense the detonation of an explosive
device. This is connected to a gas source 3452, which can cause a
sudden increase in the pressure in air spring 3230 on initiation by
initiator 3450. The pressure can increase by an arbitrary amount
over a given period of time, depending on the design constraints.
This can make the suspension much stiffer and hence unlikely to
"bottom out" (that is, reach its maximum vertical travel, with the
end cap 3430 and piston 3420 touching), while still protecting the
occupant of the seat 3210 against the forces due to the floor of
the vehicle being forced upwards by the detonation.
[0156] It is to be noted that the compressor 3440 need not be, and
in one or more embodiments cannot be, capable of providing gas as
quickly as the gas source 148 or at the rate required to pressurise
the air bag 3460 to the required level in the period given above.
In some embodiments, the gas source 3452 can function as the first
gas source of the present invention, and the compressor 3440 as the
second gas source. The gas source 3452 can be any suitable gas
generator, for example conventional, cold gas or variable inflator
technologies can be used; in one or more embodiments a gas
generator as used presently for side airbags in automotive
applications can be used.
[0157] The end cap 3430 is provided with a spring-loaded flapper
valve 3432, which only opens if the pressure in the air bag 3460 is
over a predetermined limit, which is sufficient to reduce the
harmful forces applied to the occupant discussed above. This
ensures that the air spring remains inflated for the duration of
the aftermath of the detonation, in one or more embodiments at
least 2 seconds.
[0158] What has been described above includes examples of the
innovation. It is, of course, not possible to describe every
conceivable combination of components or methodologies for purposes
of describing the subject innovation, but one of ordinary skill in
the art can recognize that many further combinations and
permutations of the innovation are possible. Accordingly, the
innovation is intended to embrace all such alterations,
modifications and variations that fall within the spirit and scope
of the appended claims. Furthermore, to the extent that the term
"includes" is used in either the detailed description or the
claims, such term is intended to be inclusive in a manner similar
to the term "comprising" as "comprising" is interpreted when
employed as a transitional word in a claim.
* * * * *